EP0744565B1 - Comfort evaluation device for motor vehicles including means to detect and evaluate longitudinal acceleration and use of such a device in a controller for an automatic transmission - Google Patents
Comfort evaluation device for motor vehicles including means to detect and evaluate longitudinal acceleration and use of such a device in a controller for an automatic transmission Download PDFInfo
- Publication number
- EP0744565B1 EP0744565B1 EP96105510A EP96105510A EP0744565B1 EP 0744565 B1 EP0744565 B1 EP 0744565B1 EP 96105510 A EP96105510 A EP 96105510A EP 96105510 A EP96105510 A EP 96105510A EP 0744565 B1 EP0744565 B1 EP 0744565B1
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- EP
- European Patent Office
- Prior art keywords
- comfort
- longitudinal acceleration
- acceleration
- computer unit
- evaluating
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/48—Inputs being a function of acceleration
Definitions
- the invention relates to a comfort evaluation device for motor vehicles with means for detection and Evaluation of the longitudinal acceleration as well as for comfort assessment depending on the determined characteristics a longitudinal acceleration curve, as well as for use of such a device in an electronic control unit for Automatic transmission.
- Such a comfort evaluation device is, for example from the ATZ article "Intelligent Control of automatic transmissions "through the use of electronics", 4/1994, page 228 ff.
- This comfort rating device evaluates characteristics of a vehicle acceleration curve off during a shift, in order to do this with different weighting of the individual determined characteristics to form a comfort mark, those with the subjective grading of a switching operation is comparable.
- This comfort mark is, for example to optimize parameters influencing shifting comfort, such as B. the pressure profiles in the clutches, used for subsequent gear changes.
- Means the known comfort rating device the following characteristics of the longitudinal acceleration curve determined: The maximum increase in the longitudinal acceleration about the level before switching, the maximum Decrease in longitudinal acceleration compared to the level after the circuit and the difference in longitudinal acceleration before and after the switching process. Beyond that to evaluate the longitudinal acceleration also its derivation and the maximum and minimum gradient the longitudinal acceleration during the switching process determined, the respectively the maximum and minimum Shift jerk is equated.
- the means for evaluating the longitudinal acceleration have a computing unit with which the frequency of the edge changes is determined as the first characteristic. This invention is based on the finding that the number of vibrations in the longitudinal acceleration curve, in particular within a predetermined time in the range of seconds, has a strong influence on the feeling of comfort.
- the computing unit determines Acceleration difference between successive Edge change as a second characteristic.
- the difference in acceleration between two consecutive Edge changes practice to a similar extent as that Frequency of edge changes or the number of vibrations an influence on the subjective feeling of comfort out.
- the computing unit determines the steepness of the longitudinal acceleration curve between successive edge changes as a third characteristic.
- the slope takes into account not only the absolute acceleration difference between two successive edge changes, but also the time span within which this acceleration difference occurs. The shorter the time within which the acceleration difference between two successive flank changes occurs, the more comfort is felt.
- Comfort ratings are preferably all three determined characteristics, the frequency of flank changes, the acceleration difference and the slope, taken into account, in particular a weighting of Comfort evaluation of the individual characteristics made can be.
- a weighting of Comfort evaluation of the individual characteristics made can be.
- an overall comfort rating weighted by adding, from the individual Characteristics of individual comfort marks calculated.
- any adjustable parameters that influence comfort be changed and adapted for optimization. This parameter adjustment is for example for all electronically controlled motor vehicle systems applicable.
- the Evaluation of the longitudinal acceleration for comfort assessment be started and ended on an event or time basis can.
- the amount and / or the sign of the acceleration difference of the acceleration values at the beginning and at the end of a predetermined period of time is determined as the fourth characteristic.
- This predetermined period of time is preferably the same as the period in which the longitudinal acceleration is evaluated for comfort evaluation depending on the first to third characteristics determined (evaluation time).
- the means for recording and evaluating the longitudinal acceleration are for example sensors and computing units, that interact with an electronic control unit or integrated in electronic control units are.
- a comfort evaluation device comes as by test results has empirically highlighted the subjective Particularly well received by vehicle occupants.
- Comfort-influencing parameters accordingly adapted the comfort rating according to the invention are in use for automatic transmissions especially print parameters and time parameters for the Clutch control as well as the duration and extent of one Torque reduction during a shift, where these parameters in turn depend on other parameters can, such as B. the transmission input speed, the Engine torque, transmission temperature, the throttle valve position and the engine speed.
- the drawing shows a control loop with a computing unit 1, a grading unit 2, an adaptation unit 3 and an actuator / sensor device 4.
- the computing unit 1, the grading unit 2 and the adaptation unit 3 are preferably integrated in an electronic control unit.
- the exemplary embodiment relates to the use of the comfort evaluation device for adapting comfort-influencing parameters P; p 0 to p 5 for electronically controlled automatic transmissions.
- the longitudinal acceleration is determined by means of the actuator / sensor device 4 of the motor vehicle is detected and sent to the computing unit 1 passed on. Because in this example the comfort assessment according to the invention during a gear change the computing unit saves 1 at least the longitudinal acceleration of the motor vehicle for the period dt within which a switching operation is made during a gear change. That period of time dt is, for example, by a switching command signal within the electronic not shown here Control unit specified and can be dependent variable from the functions of the gearbox control unit his.
- An edge change is defined by the change from a rising to a falling edge or from a falling to a rising edge.
- there is a first flank change at the longitudinal acceleration value a o1 there is a second flank change at the longitudinal acceleration value a u1 and a third flank change at the longitudinal acceleration value a o2 .
- n 3 in the specified time period dt as the evaluation time.
- An acceleration difference h 1 occurs between the first and the second edge change
- an acceleration difference h 2 occurs between the second and third edge change.
- the acceleration difference h 1 results from the difference between the longitudinal acceleration value a o1 on the first edge change and the longitudinal acceleration value a u1 on the second edge change.
- the acceleration difference h 2 is formed by the difference between the longitudinal acceleration value a o2 on the third edge change and the longitudinal acceleration value a u1 on the second edge change.
- the slopes between the first and second and the second and third flank changes are determined below.
- the steepness between the first and second edge changes results from the ratio of the acceleration difference h 1 to the first time period dtl between the first and second edge changes.
- the steepness between the second and third edge change is the quotient from the acceleration difference h 2 to the second time period dt2 between the second and third edge change.
- the frequency of the edge changes n 3, the acceleration differences h 1 and h 2 and the slopes h 1 / dt1 and h 2 / dt2 are passed on to the grading unit 2.
- an overall comfort grade K is formed from the individual comfort grades, the individual comfort grades being formed from the frequency of the flank changes, the acceleration differences within the time period dt and the steepnesses within the time period dt.
- the overall comfort mark K is preferably formed by the weighted individual comfort marks, by means of which, for example, the individual comfort mark, which arises due to the steepness, is weighted more strongly than the individual comfort marks, which are determined in each case from the frequency of the flank changes or the acceleration differences.
- the amount and the sign of the acceleration difference a n - a v between the longitudinal acceleration values a n , a v at the beginning and at the end of the predetermined time period dt could also be taken into account in order to form an overall comfort rating in the grading unit 2.
- the comfort-influencing parameters P are adapted in the adaptation unit 3.
- a corresponding parameter value p 0 to p 5 for example clutch pressure values or time values, is set for each cycle time t 0 to t 5 in accordance with the previously determined comfort rating K.
- the setting is made on the motor vehicle via the actuator / sensor device 4.
- the effect on the longitudinal acceleration is then detected again via the actuator / sensor device 4 and passed on to the computing unit 1 again.
Description
Die Erfindung bezieht sich auf eine Komfortbewertungsvorrichtung für Kraftfahrzeuge mit Mitteln zur Erfassung und Auswertung der Längsbeschleunigung sowie zur Komfortbewertung in Abhängigkeit von ermittelten Charakteristika eines Längsbeschleunigungsverlaufs, als auch auf eine Verwendung einer derartigen Vorrichtung in einem elektronischen Steuergerät für Automatikbegetriebe.The invention relates to a comfort evaluation device for motor vehicles with means for detection and Evaluation of the longitudinal acceleration as well as for comfort assessment depending on the determined characteristics a longitudinal acceleration curve, as well as for use of such a device in an electronic control unit for Automatic transmission.
Eine derartige Komfortbewertungsvorrichtung ist beispielsweise aus dem ATZ-Artikel "Intelligente Steuerung von Automatikgetrieben" durch den Einsatz der Elektronik", 4/1994, Seite 228 ff., bekannt. Diese Komfortbewertungsvorrichtung wertet Charakteristika eines Fahrzeugbeschleunigungsverlaufs während eines Schaltvorgangs aus, um daraus mit unterschiedlicher Gewichtung der einzelnen ermittelten Charakteristika eine Komfortnote zu bilden, die mit der subjektiven Benotung eines Schaltvorganges vergleichbar ist. Diese Komfortnote wird beispielsweise zur Optimierung von den Schaltkomfort beeinflussenden Parametern, wie z. B. den Druckverläufen in den Schaltkupplungen, für nachfolgende Gangwechsel herangezogen. Mittels der bekannten Komfortbewertungsvorrichtung werden folgende Charakteristika des Längsbeschleunigungsverlaufes ermittelt: Die maximale Überhöhung der Längsbeschleunigung über das Niveau vor der Schaltung, den maximalen Abfall der Längsbeschleunigung gegenüber dem Niveau nach der Schaltung und die Differenz der Längsbeschleunigung vor und nach dem Schaltvorgang. Darüber hinaus wird zur Auswertung der Längsbeschleunigung auch deren Ableitung gebildet und daraus der maximale und minimale Gradient der Längsbeschleunigung während des Schaltvorgangs ermittelt, der jeweils dem maximalen und minimalen Schaltruck gleichgesetzt wird.Such a comfort evaluation device is, for example from the ATZ article "Intelligent Control of automatic transmissions "through the use of electronics", 4/1994, page 228 ff. This comfort rating device evaluates characteristics of a vehicle acceleration curve off during a shift, in order to do this with different weighting of the individual determined characteristics to form a comfort mark, those with the subjective grading of a switching operation is comparable. This comfort mark is, for example to optimize parameters influencing shifting comfort, such as B. the pressure profiles in the clutches, used for subsequent gear changes. Means the known comfort rating device the following characteristics of the longitudinal acceleration curve determined: The maximum increase in the longitudinal acceleration about the level before switching, the maximum Decrease in longitudinal acceleration compared to the level after the circuit and the difference in longitudinal acceleration before and after the switching process. Beyond that to evaluate the longitudinal acceleration also its derivation and the maximum and minimum gradient the longitudinal acceleration during the switching process determined, the respectively the maximum and minimum Shift jerk is equated.
Bei Versuchen wurde festgestellt, daß zwar die Längsbeschleunigung bzgl. des Komforts wohl der einflußreichste Parameter ist, jedoch führten die ermittelten Charakteristika noch nicht zu einer Komfortbewertung, die optimal mit dem subjektiven Komfortempfinden übereinstimmte.Experiments have shown that the longitudinal acceleration Probably the most influential in terms of comfort Parameter is, however, the determined characteristics resulted not yet a comfort rating that is optimal coincided with the subjective feeling of comfort.
Es ist Aufgabe der Erfindung, eine Komfortbewertung für Kraftfahrzeuge derart zu optimieren, daß sie hinreichend nahe das subjektive Komfortempfinden von Kraftfahrzeuginsassen wiedergibt.It is an object of the invention to provide a comfort rating for To optimize motor vehicles in such a way that they are sufficient close to the subjective feeling of comfort of motor vehicle occupants reproduces.
Diese Aufgabe wird durch die kennzeichnenden Merkmale des Patentanspruchs 1 gelöst. Weitere Ausgestaltungen der Erfindung sind in den abhängigen Ansprüchen 2-5 definiert, eine Verwendung der Vorrichtung nach einem der vorstehenden Ansprüche ist Gegenstand des Anspruchs 6.This task is characterized by the characteristics of the Claim 1 solved. Other configurations of the invention are defined in dependent claims 2-5, a Use of the device according to one of the preceding claims is the subject of claim 6.
Nach Anspruch 1 weisen die Mittel zur Auswertung der
Längsbeschleunigung eine Recheneinheit auf, mit der die
Häufigkeit der Flankenwechsel als erstes Charakteristikum ermittelt
wird.
Dieser Erfindung liegt die Erkenntnis zugrunde, daß die
Anzahl der Schwingungen im Längsbeschleunigungsverlauf,
insbesondere innerhalb einer vorgegebenen Zeit im Sekundenbereich,
einen starken Einfluß auf das Komfortempfinden
aufweist.According to claim 1, the means for evaluating the longitudinal acceleration have a computing unit with which the frequency of the edge changes is determined as the first characteristic.
This invention is based on the finding that the number of vibrations in the longitudinal acceleration curve, in particular within a predetermined time in the range of seconds, has a strong influence on the feeling of comfort.
Nach Anspruch 2 ermittelt die Recheneinheit
Beschleunigungsdifferenz zwischen aufeinanderfolgenden
Flankenwechseln als zweites Charakteristikum.
Die Beschleunigungsdifferenz zwischen zwei aufeinanderfolgenden
Flankenwechseln übt in ähnlichem Ausmaß wie die
Häufigkeit der Flankenwechsel bzw. die Anzahl der Schwingungen
einen Einfluß auf das subjektive Komfortempfinden
aus.According to
Nach Anspruch 3 ermittelt die Recheneinheit
die
Steilheit des Längsbeschleunigungsverlaufs zwischen aufeinanderfolgenden
Flankenwechseln als drittes Charakteristikum.
Die Steilheit berücksichtigt nicht nur die absolute Beschleunigungsdifferenz
zwischen zwei aufeinanderfolgenden
Flankenwechseln, sondern auch die Zeitspanne, innerhalb
derer diese Beschleunigungsdifferenz auftritt. Je kürzer
die Zeit ist, innerhalb derer die Beschleunigungsdifferenz
zwischen zwei aufeinanderfolgenden Flankenwechseln
auftritt, desto stärker wird eine Komfortverschlechterung
empfunden.According to
The slope takes into account not only the absolute acceleration difference between two successive edge changes, but also the time span within which this acceleration difference occurs. The shorter the time within which the acceleration difference between two successive flank changes occurs, the more comfort is felt.
Zur optimalen Komfortbewertung werden vorzugsweise alle drei ermittelten Charakteristika, die Häufigkeit der Flankenwechsel, die Beschleunigungsdifferenz und die Steilheit, berücksichtigt, wobei im speziellen eine Gewichtung der Komfortbewertung der einzelnen Charakteristika vorgenommen werden kann. Beispielsweise wird eine Gesamtkomfortnote mittels der Addition gewichteter, aus den einzelnen Charakteristika gebildeter Einzelkomfortnoten berechnet. Entsprechend einer ermittelten Gesamtkomfortnote können beliebige einstellbare, den Komfort beeinflussende Parameter zur Optimierung verändert und angepaßt werden. Diese Parameteranpassung ist beispielsweise bei allen elektronisch geregelten Kraftfahrzeugsystemen anwendbar. Ergänzend wird darauf hingewiesen, daß vorzugsweise die Auswertung der Längsbeschleunigung zur Komfortbewertung ereignis- oder zeitgesteuert begonnen und beendet werden kann.For optimal Comfort ratings are preferably all three determined characteristics, the frequency of flank changes, the acceleration difference and the slope, taken into account, in particular a weighting of Comfort evaluation of the individual characteristics made can be. For example, an overall comfort rating weighted by adding, from the individual Characteristics of individual comfort marks calculated. According to a determined overall comfort rating any adjustable parameters that influence comfort be changed and adapted for optimization. This parameter adjustment is for example for all electronically controlled motor vehicle systems applicable. In addition, it is pointed out that preferably the Evaluation of the longitudinal acceleration for comfort assessment be started and ended on an event or time basis can.
Eine vorteilhafte Weiterbildung der Erfindung ist der Gegenstand
des Patentanspruchs 4.
Erfindungsgemäß wird der Betrag und/oder das Vorzeichen
der Beschleunigungsdifferenz der Beschleunigungswerte am
Anfang und am Ende einer vorgegebenen Zeitspanne als viertes Charakteristikum
ermittelt. Vorzugsweise ist diese vorgegebene
Zeitspanne gleich der Zeitspanne, in der die Längsbeschleunigung
zur Komfortbewertung in Abhängigkeit von
den ermittelten ersten bis dritten Charakteristika ausgewertet wird
(Auswertezeit).An advantageous further development of the invention is the subject of
According to the invention, the amount and / or the sign of the acceleration difference of the acceleration values at the beginning and at the end of a predetermined period of time is determined as the fourth characteristic. This predetermined period of time is preferably the same as the period in which the longitudinal acceleration is evaluated for comfort evaluation depending on the first to third characteristics determined (evaluation time).
Die Mittel zur Erfassung und Auswertung der Längsbeschleunigung sind beispielsweise Sensoren und Recheneinheiten, die mit einem elektronischen Steuergerät zusammenwirken bzw. in elektronischen Steuergeräten integriert sind.The means for recording and evaluating the longitudinal acceleration are for example sensors and computing units, that interact with an electronic control unit or integrated in electronic control units are.
Eine erfindungsgemäße Komfortbewertungsvorrichtung nach den Ansprüchen 1 bis 4 kommt, wie sich durch Versuchsergebnisse empirisch herausgestellt hat, dem subjektiven Komfortempfinden von Fahrzeuginsassen besonders gut entgegen.A comfort evaluation device according to the invention the claims 1 to 4 comes as by test results has empirically highlighted the subjective Particularly well received by vehicle occupants.
Eine Verwendung der erfindungsgemäßen Komfortbewertungsvorrichtung
nach Anspruch 5 in einem elektronischen Steuergerät
für Automatikgetriebe zur Adaption komfortbeeinflussender
Parameter bei einem Schaltvorgang während
eines Gangwechsels hat sich als besonders wirksam herausgestellt.
Komfortbeeinflussende Parameter, die entsprechend
der erfindungsgemäßen Komfortbewertung adaptiert
werden, sind bei einer Verwendung für Automatikgetriebe
insbesondere Druckparameter und Zeitparameter für die
Kupplungssteuerung sowie die Zeitdauer und das Ausmaß einer
Momentenreduktion während eines Schaltvorgangs, wobei
diese Parameter wiederum von weiteren Parametern abhängen
können, wie z. B. der Getriebeeingangsdrehzahl, dem
Brennkraftmaschinendrehmoment, der Getriebetemperatur,
der Drosselklappenstellung und der Brennkraftmaschinendrehzahl.Use of the comfort evaluation device according to the invention
according to
In der Zeichnung ist ein Ausführungsbeispiel der Erfindung dargestellt. Sie zeigt eine erfindungsgemäße Komfortbewertung im Zusammenhang mit einer daraus folgenden Adaption von Kraftfahrzeugparametern.In the drawing is an embodiment of the invention shown. It shows a comfort rating according to the invention in connection with a consequent Adaptation of motor vehicle parameters.
In der Zeichnung ist ein Regelkreis mit einer Recheneinheit
1, einer Benotungseinheit 2, einer Adaptionseinheit
3 und einer Aktuator-/Sensor-Vorrichtung 4 dargestellt.
Vorzugsweise sind die Recheneinheit 1, die Benotungseinheit
2 und die Adaptionseinheit 3 in einem elektronischen
Steuergerät integriert. Das Ausführungsbeispiel bezieht
sich auf eine Verwendung der Komfortbewertungsvorrichtung
zur Adaption komfortbeeinflussender Parameter P; p0 bis
p5 für elektronisch gesteuerte Automatikgetriebe.The drawing shows a control loop with a computing unit 1, a
Mittels der Aktuator-/Sensorvorrichtung 4 wird die Längsbeschleunigung
des Kraftfahrzeuges erfaßt und an die Recheneinheit
1 weitergegeben. Da in diesem Beispiel die
erfindungsgemäße Komfortbewertung während eines Gangwechsels
angewendet werden soll, speichert die Recheneinheit
1 die Längsbeschleunigung des Kraftfahrzeuges zumindest
für die Zeitspanne dt, innerhalb derer ein Schaltvorgang
während eines Gangwechsels vorgenommen wird. Diese Zeitspanne
dt wird beispielsweise durch ein Schaltbefehlsignal
innerhalb des hier nicht dargestellten elektronischen
Steuergerätes vorgegeben und kann in Abhängigkeit
von den Funktionen des Getriebesteuergerätes variabel
sein.The longitudinal acceleration is determined by means of the actuator /
In der Recheneinheit 1 ist ein Verlauf der Längsbeschleunigung
a über der Zeit t eingezeichnet. Zu Beginn eines
Schaltvorgans, hier bei einer Rückschaltung, liegt ein
Längsbeschleunigungswert av vor. Am Ende des Schaltvorgangs,
d. h. nach Verstreichen der Zeitspanne dt, wird
ein Längsbeschleunigungswert an erreicht. Innerhalb der
Zeitspanne dt treten im Verlauf der Längsbeschleunigung a
Schwingungen, die zur Komfortverschlechterung beitragen,
auf. Aus diesen Schwingungen werden zur Komfortbewertung
folgende Charakteristika ermittelt:
Ein Flankenwechsel ist durch den Wechsel von einer steigenden in eine fallende Flanke bzw. von einer fallenden in eine steigende Flanke definiert. Im dargestellten Beispiel findet ein erster Flankenwechsel bei dem Längsbeschleunigungswert ao1, ein zweiter Flankenwechsel beim Längsbeschleunigungswert au1 und ein dritter Flankenwechsel beim Längsbeschleunigungswert ao2 statt. Somit liegt in der vorgegebenen Zeitspanne dt als Auswertezeit eine Häufigkeit der Flankenwechsel von n = 3 vor. Zwischen dem ersten und dem zweiten Flankenwechsel tritt eine Beschleunigungsdifferenz h1, zwischen dem zweiten und dritten Flankenwechsel eine Beschleunigungsdifferenz h2 auf. Die Beschleunigungsdifferenz h1 ergibt sich aus der Differenz zwischen dem Längsbeschleunigungswert ao1 beim ersten Flankenwechsel und dem Längsbeschleunigungswert au1 beim zweiten Flankenwechsel. Die Beschleunigungsdifferenz h2 wird durch die Differenz zwischen dem Längsbeschleunigungswert ao2 beim dritten Flankenwechsel und dem Längsbeschleunigungswert au1 beim zweiten Flankenwechsel gebildet.An edge change is defined by the change from a rising to a falling edge or from a falling to a rising edge. In the example shown, there is a first flank change at the longitudinal acceleration value a o1 , a second flank change at the longitudinal acceleration value a u1 and a third flank change at the longitudinal acceleration value a o2 . Thus there is a frequency of edge changes of n = 3 in the specified time period dt as the evaluation time. An acceleration difference h 1 occurs between the first and the second edge change, and an acceleration difference h 2 occurs between the second and third edge change. The acceleration difference h 1 results from the difference between the longitudinal acceleration value a o1 on the first edge change and the longitudinal acceleration value a u1 on the second edge change. The acceleration difference h 2 is formed by the difference between the longitudinal acceleration value a o2 on the third edge change and the longitudinal acceleration value a u1 on the second edge change.
Im folgenden werden die Steilheiten zwischen dem ersten
und zweiten sowie dem zweiten und dritten Flankenwechsel
bestimmt. Die Steilheit zwischen dem ersten und zweiten
Flankenwechsel ergibt sich aus dem Verhältnis der Beschleunigungsdifferenz
h1 zur ersten Zeitspanne dtl zwischen
dem ersten und zweiten Flankenwechsel. Die Steilheit
zwischen dem zweiten und dritten Flankenwechsel ist
der Quotient aus der Beschleunigungsdifferenz h2 zur
zweiten Zeitspanne dt2 zwischen dem zweiten und dritten
Flankenwechsel. Die Häufigkeit der Flankenwechsel n = 3,
die Beschleunigungsdifferenzen h1 und h2 sowie die Steilheiten
h1/dt1 und h2/dt2 werden an die Benotungseinheit 2
weitergegeben. In der Benotungseinheit 2 wird eine Gesamtkomfortnote
K aus den Einzelkomfortnoten gebildet,
wobei die Einzelkomfortnoten aus der Häufigkeit der Flankenwechsel,
den Beschleunigungsdifferenzen innerhalb der
Zeitspanne dt und den Steilheiten innerhalb der Zeitspanne
dt gebildet werden. Die Gesamtkomfortnote K wird
vorzugsweise durch die gewichteten Einzelkomfortnoten gebildet,
durch die beispielsweise die Einzelkomfortnote,
die aufgrund der Steilheiten entsteht, stärker gewichtet
wird als die Einzelkomfortnoten, die jeweils aus der Häufigkeit
der Flankenwechsel oder der Beschleunigungsdifferenzen
ermittelt werden. Weiterhin könnte zur Bildung einer
Gesamtkomfortnote in der Benotungseinheit 2 auch der
Betrag und das Vorzeichen der Beschleunigungsdifferenz an
- av zwischen den Längsbeschleunigungswerten an, av am
Anfang und am Ende der vorgegebenen Zeitspanne dt berücksichtigt
werden.The slopes between the first and second and the second and third flank changes are determined below. The steepness between the first and second edge changes results from the ratio of the acceleration difference h 1 to the first time period dtl between the first and second edge changes. The steepness between the second and third edge change is the quotient from the acceleration difference h 2 to the second time period dt2 between the second and third edge change. The frequency of the edge changes n = 3, the acceleration differences h 1 and h 2 and the slopes h 1 / dt1 and h 2 / dt2 are passed on to the
In Abhängigkeit von der Komfortnote K wird eine Adaption
der komfortbeeinflussenden Parameter P in der Adaptioneinheit
3 vorgenommen. Für jede Zykluszeit t0 bis t5
wird entsprechend der zuvor ermittelten Komfortnote K ein
entsprechender Parameterwert p0 bis p5, z.B. Kupplungsdruckwerte
oder Zeitwerte, eingestellt. Die Einstellung
wird am Kraftfahrzeug über die Aktuator/Sensorvorrichtung
4 vorgenommen. Die Auswirkung auf die
Längsbeschleunigung wird daraufhin über die Aktuator/Sensorvorrichtung
4 wieder erfaßt und an die Recheneinheit
1 erneut weitergegeben.Depending on the comfort grade K, the comfort-influencing parameters P are adapted in the
Mit dieser erfindungsgemäßen Komfortbewertung wird zum einen das subjektive Empfinden des Kraftfahrzeuginsassen optimal berücksichtigt und zum anderen eine Möglichkeit geschaffen, komfortbeeinflussende Parameter aktuell zu adaptieren, ohne empirisch ermittelte Kennfelder im Steuergerät abspeichern zu müssen.With this comfort rating according to the invention the subjective feeling of the motor vehicle occupant optimally considered and on the other hand a possibility created, comfort-influencing parameters currently adapt without empirically determined maps in the control unit to have to save.
Claims (6)
- A comfort evaluating device for motor vehicles comprising means (1) for determining and evaluating the longitudinal acceleration (a) and for evaluating the comfort in dependence on determined characteristics of a longitudinal acceleration curve, wherein the means for evaluating the longitudinal acceleration (a) comprise a computer unit (1), which determines a first characteristic in the form of the frequency (n) of the change of slope of the longitudinal acceleration (a) within a preset time span (dt).
- A comfort evaluating device according to claim 1, characterised in that the computer unit (1) determines a second characteristic in the form of the difference (h1, h2) in acceleration between successive changes of slope of the longitudinal acceleration (a).
- A comfort evaluating device according to claim 1 or 2, characterised in that the computer unit determines a third characteristic in the form of the steepness (h1/dt1, h2/dt2) of the longitudinal acceleration curve between successive changes of slope of the longitudinal acceleration (a).
- A comfort evaluating device according to any of claims 1 to 3, characterised in that the computer unit (1) determines a fourth characteristic in the form of the value and/or the sign of the difference (an - av) between the acceleration values at the beginning (av) and at the end (an) of a preset time span (dt).
- A comfort evaluating device according to at least two of claims 1 to 4, characterised in that the computer unit (1) calculates an overall comfort grading by addition of weighted individual comfort gradings obtained from the individual characteristics.
- Use of the comfort evaluating device according to any of claims 1 to 5 in an electronic controller for automatic transmissions for adaptation of comfort-influencing parameters (P; p0, p1, p2, p3, p4, p5) during gear-shifting.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19518700 | 1995-05-22 | ||
| DE19518700A DE19518700A1 (en) | 1995-05-22 | 1995-05-22 | Comfort evaluation device for motor vehicles with means for detecting and evaluating the longitudinal acceleration |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP0744565A2 EP0744565A2 (en) | 1996-11-27 |
| EP0744565A3 EP0744565A3 (en) | 1997-09-24 |
| EP0744565B1 true EP0744565B1 (en) | 2001-08-01 |
Family
ID=7762536
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP96105510A Expired - Lifetime EP0744565B1 (en) | 1995-05-22 | 1996-04-06 | Comfort evaluation device for motor vehicles including means to detect and evaluate longitudinal acceleration and use of such a device in a controller for an automatic transmission |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US5832399A (en) |
| EP (1) | EP0744565B1 (en) |
| DE (2) | DE19518700A1 (en) |
Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19933389A1 (en) | 1998-07-29 | 2000-02-03 | Continental Teves Ag & Co Ohg | Method to identify bad stretch of road being driven on by vehicle and to control vehicle speed accordingly |
| DE19851978A1 (en) * | 1998-11-11 | 2000-05-25 | Daimler Chrysler Ag | Procedure for controlling the lateral dynamics of a vehicle with front axle steering |
| WO2001029654A2 (en) * | 1999-10-16 | 2001-04-26 | Iceberg International, Inc. | Information management system for remote computing platforms |
| DE10052794A1 (en) * | 2000-10-25 | 2002-05-08 | Bosch Gmbh Robert | Pressure control and method for program-controlled actuation of a pressure actuator |
| DE102005036924A1 (en) * | 2005-08-05 | 2007-02-08 | Bayerische Motoren Werke Ag | Driver assistance system for a motor vehicle |
| DE102007006996A1 (en) * | 2007-02-14 | 2008-08-21 | Robert Bosch Gmbh | Shift strategy for transmissions |
| JP5225322B2 (en) * | 2010-04-21 | 2013-07-03 | ジヤトコ株式会社 | Control device and control method for automatic transmission |
| DE102011076767A1 (en) | 2011-05-31 | 2012-12-06 | Zf Friedrichshafen Ag | Method for adapting circuits |
| US20130054050A1 (en) * | 2011-08-24 | 2013-02-28 | Dimitar Petrov Filev | Methods and apparatus for a vehicle to cloud to vehicle control system |
| US8880308B2 (en) * | 2011-12-12 | 2014-11-04 | Chrysler Group Llc | Methods and system for using vehicle longitudinal acceleration for transmission control |
| DE102014005398A1 (en) * | 2014-04-11 | 2015-10-15 | Avl List Gmbh | Method for evaluating the switching behavior of a motor vehicle transmission |
| DE102015210812B4 (en) * | 2015-06-12 | 2018-11-29 | Zf Friedrichshafen Ag | Method for adapting a regulated load circuit implemented as a crossover circuit |
| CN111497900A (en) * | 2020-04-13 | 2020-08-07 | 唐智科技湖南发展有限公司 | Train longitudinal impulse detection method and device and computer readable storage medium |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CS215971B1 (en) * | 1979-07-10 | 1982-10-29 | Antonin Hau | Method of control of automatic speed gearbox and electronic control system for executing the said method |
| JPH04272568A (en) * | 1991-02-25 | 1992-09-29 | Hitachi Ltd | Controller for driving force |
| JP2974440B2 (en) * | 1991-03-22 | 1999-11-10 | 株式会社日立製作所 | Automotive integrated control device |
| US5152192A (en) * | 1991-10-15 | 1992-10-06 | General Motors Corporation | Dynamic shift control for an automatic transmission |
| US5282401A (en) * | 1992-02-07 | 1994-02-01 | General Motors Corporation | Adaptive electronic control of power-on upshifting in an automatic transmission |
| DE4216301C2 (en) * | 1992-05-16 | 1997-05-22 | Daimler Benz Ag | Method for determining the behavior of characterizing variables |
| DE4226749C2 (en) * | 1992-08-13 | 1996-02-08 | Daimler Benz Ag | Method for determining variables that characterize driving behavior |
| US5513107A (en) * | 1992-12-17 | 1996-04-30 | Ford Motor Company | Methods and apparatus for controlling operating subsystems of a motor vehicle |
| DE4325413C2 (en) * | 1993-07-29 | 1995-05-18 | Daimler Benz Ag | Method for determining the behavior of characteristic quantities |
| DE4328442A1 (en) * | 1993-08-24 | 1995-03-02 | Philips Patentverwaltung | Arrangement for determining the driving (running) speed of a vehicle |
| DE4333589A1 (en) * | 1993-10-01 | 1995-04-06 | Bayerische Motoren Werke Ag | Device for reducing the internal combustion engine torque in upward gearshift sequences |
| DE4338073C2 (en) * | 1993-11-08 | 2003-07-24 | Daimler Chrysler Ag | Method and device for evaluating the driving style with a motor vehicle |
-
1995
- 1995-05-22 DE DE19518700A patent/DE19518700A1/en not_active Withdrawn
-
1996
- 1996-04-06 DE DE59607390T patent/DE59607390D1/en not_active Expired - Lifetime
- 1996-04-06 EP EP96105510A patent/EP0744565B1/en not_active Expired - Lifetime
- 1996-05-22 US US08/651,280 patent/US5832399A/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| EP0744565A3 (en) | 1997-09-24 |
| DE59607390D1 (en) | 2001-09-06 |
| US5832399A (en) | 1998-11-03 |
| EP0744565A2 (en) | 1996-11-27 |
| DE19518700A1 (en) | 1996-11-28 |
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